Governor



Mmh27, 1945.v H QEDWARDS 2,372,179

GOVERNOR Filed June 12. 1941 2 Sheets-Sheet 1 w v f4' /0 l l Z I fz I I/A/l/EA/Toe: "'5 f4 Patented Mar. 27,-

UNITED "STATES" PATENT j orrlgc GQVEltliloltf Herbert C. Edwards,Massillon, Ghio, signor-t0 The Timken 4Rollei' Bearing Ohio, acorporation o! 0hio Company, Canton,

Appucatidn June iz, 1941, serial' No. 397,714

V4 Claims. (Cl.V 264-14) This inventlonrelates to hydraulicspeedgovernors for internal combustion engines, particu- Alarlycompression ignition engines ofthe-type having fuel injection systemsincluding a fuel injection pump 'wherein part, of the fuel entrapped. inthe pump during the workingstroke thereof is vdiverted through a by-passto thereby vary the output of `the pump and thus regulate the speed ofthe engine. The principal object of the. invention isr'a governor thatwillutilize the A by-pass pressure of such fuel injection pumps forautomatically controlling the speed of Athe engine.

ments of parts hereinafter described and claimed.

- companylng drawings is adapted to be the size of the discharge ori'cepassageway in the' governor.

The `hydraulic governor illustrated in elthe acbodied in the fuel supplysystem'ofv acompre tion-engine for automatically regulating the speed ofthe engine by controlling the-volume of i fuel delivered thereto by theinjection pump, 0f which only the oscillatory-fuel feed control sectorpinion El, themanually operable horizontal control shaft 82 therefor andthe'fuel by-pass' "conduit 38 are shown.` Said fuel injection-'pump LOther objects are simplicity and cheapness of is of the type wherein thequantity of fuel delivered'thereby to the engine is controlled by per-In the accompanying drawings, which form I part of this specificationand wherein likesymbols refer to like parts wherever they occur,

Fig. 1 is a top plan view' of a hydraulic speedA governor embodying myinvention,

Fig. 2 is an end elevational view of said gov;

ernor,

Fig. 3 is a side. elevational view of said governor, l

Fig; 4 is'an enlarged central vertical longitudif nal section throughsaid governor'on the line 4-4 in Fig. 2, showing, the governor connectedto the fuel feed control pinion and by-pass passageway of a fuelinjection pump,

Fig. 5 is la horizontal section on the line 5-5 in Fig. 4, I

Fig. 6 is a horizontal section on the line 6--6 in Fig. 4,

Fig. 7 is a horizontal section on the-line ",l-l in Fig. 4,

` Fig. 8 is a perspective view of the link-which piston to the sectorpinion connects the governor of the pump,A -r

Fig. 9 is a top plan view of the throttle valve, Fig.y l0 is an edgeviewy of said valve,I

Fig. l1 is a top plan view of the innermernber of the breather lcap,`

Fig. 12 is aside elevational view of the lower end portion of thethrottle shaft,

.Flg. 13 is a bottom plan view of said throttle Y. shaft, Fig. 14 isaside elevational view, partly in longltudinal section, of one of theretaining plates 'mittingpart of the fuel trapped inthe pump during'theworking stroke thereof to-escape through the by-pass conduit 38, and thequantity of. fuel Vby-passed, and consequently the amount of the fueldelivered to the engine, is regulated by means ol? the sector pinion 8l.For a-further description ofA a pump with such by-passregula'-tion,reference is made to my cmpending application, Serial N0. 364,232,led November 4, v1940,

for patent for Fuel injection pump, the-present governor being designedparticularly for use with the pump of said appllcatiom- 'Ihe presentgovernor comprises a. housing l having an outstanding flange 2 at oneend thereofl adapted to be rigidly secured-to one end of the fuelinjection pump Iof 'my co-pending application, lSerial No. 364,232. 4Thehousing I has a chamber 3 in the lower portion thereof that opensthrough the pump opposing end ofsald housing and is adapted to'communicate with the oil reser voir of said pump and receive theadjacent end of the cam shaft thereof. The housing l has ahorizontal-bore 4 therein above the chamber ,3, which bore is located inthe plane of and at right angles to the axis of the control shaft 82 andopens through the pump opposing end of said. housing and is adapted toslidably 4support a piston 5 which cooperates with said bore to form 'apressure space or chamber 'la inwardly of said piston. .The housing Ihas a passageway 8 thereiny above the b ore 4, which passageway ex-rvtendsinwarclly from the pump opposing end of saldhousingwhere it issuitably. connected to and forms a continuation of '38 of the pump.

y'lfhepassageway '6* leads lnwardly'from the pump opposingend ofthe-housing at a downfor the pivotpin that cox'mectsv the pistonactuated link to the sector pinion; and

Fig. 15 is a diagram illustrating the dinerent ward inclination andopenslnto a vertical passageway 1, whose lower end opens into4 the'pres-=I sure space or chamber la. .The upper end of the verticalpassageway l opens through an orifice 'la of theby-pass ignif theby-pass conduit into the bottom'of a vertical bore 8, whichleadsdownwardly through an upstanding boss 9 on the upper end of the'housingVI, said orifice being* offset from the vertical axis of said bore. The

thereof. .The horizontal passageway I communicates at its outer en-dwith a conduit or pipe II for returning the by-pass fuel to the-supplytank -(not shown) for the fuel injection pump.`

Seated on the bottom of thevertical bore 8, which communicates With theupper end of the vertical passageway 1, is a throttle valve comprising acircular disk I2 having a diametral groove I3 in the upper surfacethereof and a pair of relatively deep V-shaped notches I4 in theperipheral edge thereof disposed one on each side of said groove. Theperipheral notches I4 in the rotary throttle valve I2 are adapted, whenin communication with the upper end of the vertical passageway 1, toestablish communication between said passageway and the portion o f thevertical bore 8 in which said valve is located. The v-shape of thenotches I4 in the edge of -the throttle valve I2 permits the size of theopening between the upper end of the vertical passageway 1 and thebottom of the vertical bore 8 to be varied when the valve is rotated insaid bore.

The throttle valve I2 is rotated by means of a shaft\|5 mounted in thevertical bore 8 concentric therewith. The lower end of the throttlevalve shaft I5 has an enlarged' cylindrical portion I6 with a downwardlyopening central cylin- I -drical recess I1 therein; and this enlargedcylindrical portion has a rotary fit in the vertical 4bore 8 oppositethe horizontal passageway I0 leading therefrom and 4has diametricallyopposed lugs I8 at its lower end that seatl in the diametral groove I3in the upper face of the throttle valve I2; whereby said valve is forcedto rotate with said throttle shaft. Communication is lestablishedbetween the horizontal outlet passageway end portion ls of the throttleshaft, is through radial passageways I9 therein that lead from saidrecess and open into an external annular groove 2p. formed in saidenlarged lower end portion of .said shaft .opposite the inner end ofsaid outlet passageway. l

The throttle Valve I2 is pressed against its seat in the bottom of thebore 8 by means of a coil compression spring 2| located in the centraldownwardly opening recess I1 tin Athe enlarged lower end II4 of thethrottle kshaft I5. 'The upper or stemy portion of the throttle shaftrotates in a,

bushing 22 located in the housing by means of a set screw 23 which isthreaded radially into the bushing Z2 but-projects out through a radialhole in the boss 9. The upper end of the bore is counterbored, as at 24,to receive the bushing 22, whose lower end portion is counterbored toreceive oil and dust seals in the form of felt bushings 25that-aresleeved on the stem vportion of the throt- .tle shaft` I5. Awasher'26 issleeved on the stem lower end portion I6 of said= shaft. Theouter,

marginal portion o f the washer 26 seats on the annular shoulderformedby the "counterbored ing 22 with its lower end in abutting relation tothe upper surface of the outer marginal portion of said (washer.

The upstanding cylindrical throttle shaft receiving boss 9 at the top ofthe housing I has its upper end portion reduced, as at 28, to receive asplit ring 29 which is rmly clamped around said boss by means of. a.clamp screw 30. The reduced ring receiving upper end portion 2a of theboss 9 is also slit vertically, as at 3l, so that tightening of thesplit ring 29 causes the split portion oi' the boss to clamp the bushing22 and prevent or take up any looseness of said bushing in thecounteiibored upper end portion 24 of the bore 8 in said boss.

The throttle shaft I5 extends above the upper end of the bushing 22 andhas a throttle lever 32 xed thereto. The cooperating portions of theshaft I5 and lever 32 are provided with in tertting longitudinal ribsand grooves 33, whereby said lever may be angularly adjusted on saidshaft. The hub portion of the lever 32 is split and provided with aclamping screw 34 for locking said lever to the shaft I5 in the desiredposition of angular adjustment. The hub portion of .the throttle lever32 has a lug 35 projecting laterally therefrom through which is threadeda stop screw 3B; and the split clamping ring 29 has an upstanding lug 31thereon that is disposed in the path of travel of said stop screw andserves to limit the swinging movement of said lever in one direction.When the lever 32 is swung in the opposite direction, the arm thereofabuts against the upstanding lug 31, which thus limits the swingingmovement of said lever in suc direction.

The governor housing I has a vertical passageway 39 leading downwardlythrough the upper end thereof into the interior .thereof through whichoil may be poured for lubricating the injection pump.' This passagewayalso serves as a vent for the governor and also for the injection pumpcontrolled thereby. The passageway 39 has a tube 40 pressed in the upperend thereof i that extends upwardly therebeyond and is adapted toreceive a breather cap 4I. This cap comprises a downwardly opening outershell member 42 and a smaller downwardly opening inner shell memyoutwardly to form a hollow annular rib 41 adapted to snap over anexternal peripheral bead on the breather tube 40. By this arrangement,the cap 4I is adapted for giving attachmentgto and detachment from thebreather tube 4l'. c

'I'he piston 5.- which works in the horizontal `bore or cylinder 4 inthe governor-housing I, is

anl outwardly opening cup-shaped piston having y .an axial opening 48 inthe end wall thereof adapted to receive aconnecting stud 49 having athreaded shank portion 50 thatextends inwardly beyond said end wall anda head portion 5I that ,is disposedninside of said' piston. A gasket issleeved on the stud 4I between the head portion .l I thereof and thelopposing`fa :e of the end wall of the piston l,- a split lock washer 52is mounted o n said stud on the opposite face of said end A K'wall, anda ring n ut Il is threaded on the threadedshank II of said stud andserves to rigidly secure the latter to said piston. The piston I has arubber packing ring II fixed tothe end wall thereof.' This rubberpacking ring snugly iits the cylindrical wall of lthe pressure space vorchamberx Ia and is tightly clamped by the nut 6I to the end wall of thepiston-I around the stud receiving opening -thereinf-thereby preventingleakage from said chamber around said piston and through said opening.

Inward sliding movement of 'the piston I is limited by an adjustablestop in the form of a` screw u that 1s threaded inte a threededbere pwvided therefor in the governor housing with'its inner end extendingthrough the inner end wall of the pressure space or chamber in positionto be engaged by the inner end face of the clamping nut Il. This stopscrew-is locked in the desired position of adjustment by means of a.castellated nut 5I. which .bears against and is held against rotationon said screw by a cotter pin Il. Leakage of fuel around the-stopjvscrewII is prevented by -a rubbensealing ring or' washer that is held undercompressiony by the nut II in a, recess formed by a counterbore atthe-outer end .of the stop screw receiving bore.

The pressure of the by-passed fuel in the chamber Ia tends to forcethepiston I outwardly in the bore or cylinder Ia against the the pressureof a coil compression spring Il, one end of which seats against the endwall of the piston and the other end of which seats against Ja seat IIprovided therefor in the bore outwardly of the piston. The spring seatmember II is held in the'outer end of the bore I by means ot a splitretaining ring Ii that is snapped in an annular groove' providedtherefor in s'aid bore.. As shown in the drawingsi the. spring seatmember II is in the form of a cylindrical shell located directly belowthe breather and oil' passageway I9. The inner end portion of thetubular spring seat I0y is-reduced to provide a seat for the spring I9and to establish communication between the breather passageway I9 'andthe outer end of thebore I: and the larger outer end of saidspring seatis cut away so as ynot to block said breather passage way and to providea series of .circumferentially i spaced lingers I2 that .seat in-saidouter end of said bore. Y f Outward movement of thelpiston I in the boreis .further resisted by a coil tension spring II. one end of lwhich'isthreadedon thewthreaded shank II of the studA II and the' other end ofwhichk is threaded on an exteriorly threade'dfsleever tins II that issleeved on an adjustingscrew II that; is threaded through the governorhousing I .in axial .alinement with said .stud. The diustins screw 65has 'a'.headed innerend II that is dis- DOSedln the chamber Id or asmaller axial extension 4b thereof; and the idle or surgespring comhector* sleeve or ring II is sleeved'on said screw' and is held inabutting relation toj said head by the tension of said spring.' Thesurge spring adjusting screwII lhas l. castellateddock nut I1 asvairehorizontal pivot pin 1i.' The other end .of

hub of the sector pinion. and is pivotally se- 'cured to said lug bymeans of a pivot pin 96 'that extends through registering holes 96a pro-Vvided therefor in said link and in the bifurcated portion of said lugabove the level of the rotary axis ofthe sector pinion 8|. The pivot pin96 has an axial bore extending therethrough from end to end thereof.This tubular pivot pin has a head at one end, whichV seats against oneside ffthe lug 95, while the other end of said pin terminates beyond theother side of said lug.

'The pivot pin 96 is held in Vposition by means m' of two spring steelretaining plates 91, that are secured at one end to the respective sidefaces of the lug 95by screws 98 extending through openings providedtherefor in the respective links and washers 98a interposed between saidlinks a. and said lug and are threaded into opposite ends of a hole 95athat extends through said lug from side toside thereof. The retainingplates 91 have conical bosses 99 in their other ends that seat in theadjacent ends of the axial bore-in the pivot pin 96. The pivot pin 96may beinserted in andA removed from the housing I 'through openings lathat open into the be# from opposite sides of said housing and areclosed by threaded'plugs lb.' As shown in the drawings, the bifurcatedportion of the retaining plate supportinglug 95 on the hub of the sectorpinion 46l has a second pair of alined holes 96b that are similar to theholes 96aand o. are-located below the level of the sector pinion axis.The upper pair of holes 96a are used for the pivot pin 96 where propergovernor control of the injection pump requires rotation` of the lsector pinion-i in one direction, While the lower y pair of holes 96hare used when said pinion must u', be rotated in the oppositedirection.L As shown in the drawings, the link l0 has a fiat face 19a atthe inner end thereof adapted to bear against f the head 5| of the studI9 and thus maintain the pivotal connection 96 between said link and'v 5the sector pinion 8l above the level of the axis 1 of the latter, Whenthe pivot pin 96 is engaged with die 1ower set of heies seb, the nnk 1ois inverted and the flat end AIlia thereof serves to maintain said pinbelow the level of the axis ofin the sector lpinion Il. l f

As stated above, the quantity of fuel delivered to the engine by thefuel injection pump is regulated byA the quantity of fuel that isdiverted' from the pump chamber tothe pressure chamha ber Ia of thegovernor; and the quantity of such -by-pa`ssed fuel lis controlled bythe sector pinion Il and is equal to the difference between the totaldisplacement of the injection pump and the governor decreases. The;amount of fuelfbypassed to the governor will also vary in all posistions of manual adjustment of the by-pass conthreaded thereonAinabutting!:relation tothe-end -ftr`ol sector pinion Il,

. face of the housingv i; vand relative rotary moved ment of said nutand-screw is prevented by means voi'. a cotter' keys@ Leakage around theadjusting L screw `II is prevented by. means of a rubber .sealo ing ringIIthatis heldunder .compression bythe c 1'. nut I1 in a! recess formedby axcounterborefin the outer of the bore for `said screw.

The head!! of thesturl nis bifurcated to receive one Jend-of a'- link'll'which is pivotally..

secured to said bifurcated portion bymeans of a .-Th'e fuel pressureonthe piston varies accordn ernor for actuating the fuel quantity controlsec the link II fits in a bifurcated radial lug 95 on the' ing. to thesquare of/.the speed of the'pump cam shaft; and when there is nohydraulic pressure.y

piston against theadjustable stop pin 5I and the tor pinion 8i oftheipump through the piston 5 and connecting link 10 in accordance withthe speed of the engine. The engine is set for the desired speed bymanually adjusting the fuel feed control sector pinionl of the pump;Vand in each speed setting'which corresponds to a particular orificeopening 1a, the sector pinion is automatically adjusted according to thespeed.

and load conditions of the engine by the varying by-pass pressuretransmitted to the sector gear. operating piston 5 of the governor. Apredetermined pressure in the by-plss system forces the piston 5 awayfrom the stop 55 and against the pressure of the spring 59 and rotatesthe fuel feed control sector pinionl in the direction of decreased fuelsupply. When the pressure in the by-pass system falls below such pre-.to control the fuel feed control sector 'pinion 8i of the pump, therebyproviding a pressure curve in the by=pass system which varies accordingto the square of the speed for each size of throttle orifice. Each sizeof throttle orifice 1a produces a different by-pass pressure curve whichstarts from zero but takes a different path as the speed rises. If theorifice la is large and allows the bypass fuel to 1eak out without muchpressure rise,-

a. higher speed will be required to obtain a certain pressure than ifthesize of the orifice is smaller. Thus, as shown in the diagram of Fig.15, for each position of the throttle or orifice control valve i2 thereis a. different curve of piston hydraulic pressure plotted against Vthespeed. In this diagram, the number of revolutions per minute of theengine are shown as abscissa and the hydrauasc/aire from thespring-extended or full throttle 'posi-l tion to the spring compressedor no throttle position,`which is reached at about 2,100 revolutions perminute. It will be seen,l therefore, that in the area belowthe springextended position, the pump is always in full throttle adjustment, whilein the area above the spring compressed position the pump is alwayspumping a minimum quantity of fuel. The area between these two linesrepresents the operating range of the fuel injection pump. For example,the dotted line D just below the spring compressed position on thediagram indicates 'a throttleposition where just enough fuel is beingpumpedl to the engine to overcome the friction thereof; and thisthrottle position would be the idling position of the engine regardlessat what speed it occurred. In the normal operation of the engine, thisidling position would occur somewhere between 400 and 450 revolutionsper. minute.

When the orifice 1a is entirely closed,I while the engine is operatingat extremely high speed, a pressure builds up in th by-pa'ss system/inexcess of that required to operate the governor.

'pressure relief valve; that is', said valveis forced f y upwardly offits seat by the excess pressure, therearound the adjustablepiston stoppin 55 and the adjustable anchor pin v615 for the extension spring 63 bymeans of the compressible sealing washers y 5B and 59, respectively. Thespring supporting lic pressure werkingen the governor 'piston is shownas ordinate. As shown in said diagram,`

the first constant pressure line above the zero line indicates thepressuresprodu'ced by the governor spring 59 in its extended position;and.

the second constant pressure line indicates the pressure when saidspring is compressed. If the throttle valve I2 is in nearly closedposition, a curve B would result. The pressure curve B might indicatethe idling position of the throttle, and the full load throttle positionwith the spring 59 extended would be reached at about 400 revolutionsper minute. Any further increase -in speed with the throttleorificenearly closed obtained; andfull throttle or spring extended-position is reached at an lengine speed of about 2,000 revolutions perminute. When this pressure is reached; the spring 59 starts to compresss. and reduce thequantity of fuel supplied to the engine, thuspermitting more by-pass fuel to enter the governor. This action, ofcourse,vagain increases the pressure more rapidly with speed during afixed nozzle discharge condition. Ac-

cordingly, the hydraulic pressure plotted againsty the revolutions perminute followsa steep line C' bushing 64 slides free on the springadjusting screw 65 throughout thegreater portion stroke of the piston 5;and the idle spring 8! comes into play when the main governor spring 59is almost fully compressed. 'Ihe screw 55 may be adjusted axially sothat the portion of the stroke on which the idle spring acts can beadjusted to suit As' stated above, the fuel pressure on the gov-l ernorpiston 5 varies in accordance with .the

square of the speed of rotation of the pump cam` shaft. accordingly,in'order to obtain closel governor regulation without the use of` apiston operating spring having a-variable rate. of deflection, thevariable motion link connection 15 between the piston 5 and -the sectorpinion It isprovided, which connection forms a crank arm that is longenough to transmit ample turning movement to the sector pinion and,atthe'same.

,and may be angularly adjusted relative'thereto: said throttle lever ismounted on splines Il on the throttle shaft I5',- thus permitting saidlever to be angularly adjusted relative to said shaft for operation by'apedal o'r hand operated mechanism ,movement of said regardless of-thedirection of mechanism.

Obviously, the lhereinbefore governor admits of considerablemodification without de parting from thev inventiong Therefore, -I doas'zaire not wish to be limited to the precise details of f constructionshown and described, except'as re' quired by the scope of the appendedclaims.

What I claim is: l. A speed governor for an-internal combustion enginehaving a fuel feed control member Y and a source of iiuid pressurevarying with the engine speed, said governor comprising a housing,y

a cylinder in said housing, a piston positioned within said cylinder forreciprocal movement, a

conduit connecting the source and said cylinder,

justable throttle valve cooperating with said' orince for .changing thesize thereof to therebyv change the rate of lpressure variation insaidcylinder, mechanical means for adjusting said resilient means,saidthrottle valve being arranged and constructedas a spring pressed checkvalve so that said valve will open when pressure within said cylinderexceeds a predetermined Pressure.

and a source ofiiuid pressure varying with the engine speed, saidgovernor comprising a'housing, .9, cylinderl in said housing, a pistonpositioned within said cylinder for reciprocal movement, a conduitconnecting the' source and said cylinder, resilient means tending tomove said piston in one direction, the pressure in said cylinder tendingto move said piston in opposition to said resilient means, an outletorice in said housing having communication with said cylinder forrelieving the pressure therefrom, a bore in said housing communicatingwith said orifice andI a discharge passageway 4leading from said bore, amanually adjustable rotary disk valve mounted in said bore forthrottling said orifice to thereby change the rate of pressure variationin said cylinder, said disk valve having an annular peripheral groovecommunicating with said discharge passageway for constantly relievingpressure within said cylinder in accordance with manual adjustment ofsaid valve, and mechanical means 2. A speed governor for an internalcombustion engine having a fuel feed control member and a source offluid pressure varying with the en gine speed, said governor comprisinga housing,

Va cylinder in said housing, a piston positioned for adjusting saidresilient means, said rotary disk valve being arranged and constructedas a .spring pressed check valve so that said vailvewlll 'open whenpressure within said cylinder exceeds a lpredetermined pressure.

4. A speed governor for an interna1 combustion within said cylinder forreciprocal movement, a

,conduit connecting the lsource and said cylinder, resilient meanstending to move said piston in housing communicating with said orificeand a` discharge passageway leading' from said bore, a

manually adjustable rotai, disk valve mounted in said bore forthrottling said orifice to thereby vchange the rate of pressurevariation in said cylinder. mechanical means-for adjusting saidresilient means, said rotary disk valve being arranged and 4,constructedas a spring pressed check valve so that said valve will openwhenpressurewithin said cylinder exceeds a predetermined pressure.

3. A speed governor for an internal combustion engine having a fuel feedcontrol member 'a source of fluid pressure .varying with the enginespeed, said governor comprising a housing, a cylinder in said housing, apiston positioned within said cylinder for reciprocal movement, aconduit connecting the source andsaid cylinder, resilient means tendingto move said piston in one direction, the pressure in said cylindertending.

to move said piston in opposition to said resilient means, means on saidhousing and `v-extending within said cylinder` for limiting the extentof movementof said piston in said cylinder, an out- 'let orifice in saidhousing having communication HERBERT c. EDwARDs.

